Another step in the right direction UPDATE! 7/7/06

[cybrfire]

My tech dates back to when I worked for Larry Cruzik (sp?) The FE application rockers gained some ratio over the Cad rockers w/ no machining req'd & of course lost those silly "T" pedestals w/o the need for guide plates.

Could easily be a better option that has come along since then.

We will definitely do something with the valve train after the crewcab is up and running. For now it'll be get er done and get er on the trail. Eventually I like to do a really sick build. Pull all the stops and build as much power as possible.

 

[mikey_d05]

Pull all the stops and build as much power as possible.

There is a 540 stroker kit available.

Looks good, hopefully we can get mine all mounted up next weekend. It isn't nearly that clean though, an hour with a pressure washer and a lot of cussing later it still looks like hell.

I'd love to see what you end up doing to the wild motor. I'll probably give mine to Terry in a couple years and tell him to go nuts with it.

 

[cybrfire]

540 cubes would be fun!

Got one header all finished up last night except for the collector neck down.

Try to install trans and tcases this week.

 

[ntsqd]

There is a 540 stroker kit available.

To the best of my knowledge Cruzik first worked that out in about '88
Let's see if I can dredge up the particulars from memory:

Offset grind the Cad crank down to the Mopar 413 rod journal size. Might have to go with one of the undersize journal sizes to get enough stroke to truly be 540 ci.

Use a 413 rod with one of the oversize (.030", .040", .060") 413 pistons. Ends up being a weird over-bore size for the Cad (like +.023" or something).
Cruzik used KB-Silvolite Hyper-Eutectic pistons.

 

[mikey_d05]

Alright, so when I get into some serious motor work in a couple of years you're gonna get a long phone call.

 

[ntsqd]

You're welcome to call, but I think I've shot my wad on this topic. The only other trick with Cad's that I knew of has been negated by the Edelbrock intake.

What used to be the THE set-up for something other than a stock Cad intake was to modify the existing intake flanges of a 460 Ford intake (different bolt pattern), and weld on some extensions across the ends to match up with the Cad's lifter valley rails. The port spacing and shape are almost an exact match. So close it's scary. I suppose if you want an intake that isn't made for the Cad (tunnel ram?) you could still do this with one made for a 460.

Incidentally, the Edelbrock guys @ SEMA the year they came out with the Cad intake got all indignant when I asked if they just modified a 460 master plate to fit the Cad engine. The way they got all huffy makes me think I struck a nerve.